As for loads, no. The force of moving the trim especially with the low friction of a ball screw is fairly low.
The maneuvering loads at the front spar are in the low, hundreds. The rear spar is considerably higher, but still just higher hundreds, not thousands.
I have not truly calculated them on this plane since I believe each time I had in the past I had a pretty low accuracy. On this plane, the airfoil has a pretty low pitching moment, but then there are the flaps. I have run some numbers but my confidence factor is low. I am building with a mild airfoil on this tail, it would not surprise me if I need more lift at low speeds. Easy enough to do but the plane will be down for some rework time.
So far I have only truly had to rework one tail and that was on a very highly modified KR2 I did a full redesign on. We were very early users of the NLF-215 airfoil. I built large span flaps with drooping ailerons center hinged the way the airfoil designer wanted them. Plane was powered with a big VW, a 2350 is I recall. It ran 175+mph WOT,
155 cruise and 30 over the fence. About as good as could be asked for. But when you first slowed it down it ran out of elevator so back home it came. Once the bottom of the stab was reworked the plane was a dream. The engine was frighteningly unreliable, breaking cranks, cracking cases. If you bliped the throttle it would split a prop blade. No clue what power it made but it was generous. Just did not like turning the low revs a prop needed.
A linear actuator would work fine, nice thing is build time is low since they are self packaged.